Apparatus for supplying fuel to internal-combustion engines



April 1927' s.'J.P'lr-1GREE APPARATUS For; SUPPLYING- FUEL- o INTERNAL 0011511511011 ENGINES I Filed Feb. 19, 1921 4 Sheets Sheet 1 I April 5 19 27.

sq. PlNGREEI APPARATUS FOR SUPPLYI NG' FUEL TO INTERNAL COMBUSTION ENGINES five/145w Jamueil Pm we /& P

April 5,1927. 7 V S. J. PINGREE APPARATUS FOR SUPPLYING FUEL TomTERuAp COMBUSTION ENGINES Filed Feb.,l9. 1921 4 Sheets-Shet s s. J. PIVNGREE- File dfeb. 19. 1921.

4 Sheets-Sheet 4.

APPARATUS FOR SUPPLYING FUEL TO INTERNAL COMBUSTION ENGINES April 5 1927.

' of Figure 5.

Patented Apr. 3, 15927.

PATENQT SAMUEL :r. Finesse, or sr. Louis, rssoonr, Assron'on TO rnvennnra rrnrrs, is;

oonronarnn, or er. Louis, MISSOURI, A CORPORATION or Missooni.

arranarus son surrLYInG FUEL Application filed February Figure 3 is a vertical sectional viewthrough the central portion of the apparatus.

Figure l is a horizontal sectional view on line 4-'-l of Figure Figure 5 is a vertical sectional view on line 5'-5 of Figure 3 on a reduced scale.

Figure 6 is a sectional view on line 6- -6 'l igure 7 is a sectional View on line 77 of Figure 5. I 1y y I Figure 8 is a diagrammatic View of the throttle operating niechanism.

Figure 9 is a detail View showing the connection bet-ween the lower end of a. manually operable adjusting means and said valve operating mechanism.

Figure 10 is a detail view-of the upper end of said connection.

This invention relates to a new and -useful'- vide many advantages over general practice of the present day, among'which are:

1 my starting and quick attainment of periett carburetion regardless'of temperatures.

increase of acceleration; flexibility; power and speed with greater fuel economy and 'insiantanemls response.

A cleaner engine through providing more thoroughly con'ilmstible fuel. 1

The atomization and vaporization of fuel in most of the instruments known as carburetors-depends upon the velocity of the intake air for energy. If one vaporizerdsv used the vclo'ity of the intake air mustvary tremcmhuisly with the different engine spteds, and, as there is a certain velocity is. 1 is 1921. Serial No. Moises;

to-rqueand horsepower at' 'all 'ro mmsmmonecsmn init at ves,

which is most- GlllClGlllJ,.tl16 vaporizer which must function at widely varying velocities can not be highly etlicient throughout the speed range of the engine. r

It may be said that if thn vaporizer be proportioned to create an efficient velocity at low engine speedsit will prove incapable of supplying a sulficlent volume for maximum power output at high engine speeds; and vice versa, if proportioned to supply a sufli'cient volume ifor maannmn power output at high engine speed it will not w create an efficient velocity at low engine, speeds. i w

A single vaporizer used on an engine which operates at widely varying speeds can not, therefore, be better than a com.- promise. r

Recognizing the inability of a single v a-i porizer to satisfactorily meet the requirements of widely variable speed internal combustion engines,I have provided for the use of more than one vaporizer to make possible the handling of varying volume without creating inefficient velocities.

The. passage which conducts the fuel (or combustible mixture) from the carburetor to the valves or cylinders of an internal com bustion engine is commonly termed an in take manifold.

An intake manifold should conduct and deliver a thoroughly combustible fuel to thevalves or cylinders;' and, since vaporized mixtures readily condense and return to a liquid state, conditions under which this con densation can take place must be avoided in an intake manifold. 'lcmperature and velocity are the main controlling elements and the elimination ofthe-possibility of this condensation takingplace, can be accomplished by the control of these two factors.

l-leat must'be limited itcan have a detrimental effect in enpanding the mixture and thereby reducing the volumetric eiliciency of the cylinders therefore, velocity must be'cons idered as the more-important factor. I y i T It may be said that a poorly desigi'icd or j proportioned manifold, can undo what good carburet or has accomplished. What has been said of-yaporizers .(car

buretors) applies also to the intake manifolds; in that-there is a, certain velocity in an intake manifold, which is most eilicient. In a single manifold, the velocity must vary tremendously with the engine speeds, and the intake manifold cannot be .p

highly efficient throughout the speed range of the engine.

It may be said that if the manifold be proportionedto provide an efficient velocity at low engine speeds it will rove incapable of supplying a sufficient vo mm for maximum power output at high engine speeds; and vice versa, if proportioned to supply a sufficient volume for maximum power output at high speeds it will not provide an efficient velocity at low engine speeds.

A single intake manifold used on an engine which operates at widely varying speeds cannot, therefore, be better than a compromise.

Recognizing the inability of a single intake manifold to satisfactorily meet the requirements of widely variable speed internal combustion engines, I have provided for the use of more than one passage (pipe or manifold, etc.) to make. possible the handling of varying volumes without producing inefficient velocities.

Since present available fuel is not readily vaporized at ordinary atmospheric temperatures, the application (or supplying) of heat is necessary in order to produce a really vaporized fuel.

It has been found advantageous to heat the initial air supply so that heat will be available for va orizing when the air comes into contact wit 1 the fuel.

It is difficult, however, to supply a sufficient amount of heat in this manner and the aplication (or upplying) of heat to the mixture after it llas left the carburetor is desirable.

The heat, however, applied should be available when the engine 18 started; and the amount ..of heat should be in proportion to the quantity of air and fuel to where the engine begins to deliver its maximum; at

which point the volumetric capacity of the cylinders becomes an important factor, and it is desirable that the combustible reach the cylinders in a dense form, so that the maxidmum expansion can be obtained in the cyliners,

I provide for heating theinitial air supply of the primary carburetor and the application or supplying of heat to the primary mixture after it has leftthe carburetor.

I provide that the initial air supply and the fuel or'mixture above the carburetor of the rims fuel supply shall both be supplie with eat from the same heating unit. This maintains a constant relation of'temperatures bet-ween the two, which is an important factor in maintaining a uniformly eificient fuel mixture throughout the different conditions under which the engine may be operated.

Control of the heat supply regulates the heat furnished to both the primary air suply and the fuel mixture above the carburetor of the primary fuel supply. and affords a simple means for controlling both without disturbing the ratio between them.

Since, as already explained, a dense or unexpanded mixture is essential for maximum output, very little, if any, heat is applied or supplied to other than the primary combustible supply.

Any source of heat may be used, but in the apparatus described I have made use of exhaust gases. They are available immediately that the engine is started, easily handled, and cost nothing. furnish sufiicienti heat for all ordinary conditions and the heat furnished by or obtained from exhaust gases is in proportion tothe amount required as they vary directly with speed, load, etc., of the engine.

The apparatus is'capable of adjustments, which will meet an conditions and are easily made and stab e.

The secondary supply, or supplies, should. of course, be adjusted to-obtain the maximum results from the engine in speed, torque and horsepower, but the primary supply may be ad usted to secure good average performance, maximum mileage or greatest acceleration without interfering with the maximum output.

As an illustration, a large motor truck making a long haul. heavily loaded one way and returning empty, requiring maximum output from the engine on the loaded journey and very little on the return. My apparatus could be adjusted to produce the maximum power, etc, in the one instance and maximum mileage (economy) in the other.

In an automobile of the leasure car type, most of the work accomplis led by the engine is in maintaining a previously established car speed, which with the exceptions of high speeds, hard pulling on hills, or in sand or mud. requiresverv little power. A lean mixture under'this condition gives very excellent results, but fails to prove satisfactory when acceleration and actual power output are wanted.

Maximum efficiency is obtained through the use of more than one practically iudividual fuel supply, capable of ihdependcntadjustment and absolute control.

Tests have been conducted on an engine presenting many carbureting difliculties with highly satisfactory results. Perfect carburetion was obtained in a remarkably short time after starting the engine, when at temf se Increased performance was very noti eable under, all condltions'ot driving \vithan inf a multiple cylinder engine to which is bolted,

or otherwise secured. a casting: in. the; form of a coupling or connectioni. Cl indicates a -co nduit or pipe arrangred in thecasting l. and leading trom one side of said casting l (on which the coupling 2 is cimnected) to the iiitahewalve pockets. not shown. on the 20 opposite side'ot said casting l. The intake valve mechanism forms no part of my presentinvention. r

The pipe 3 which form a. continuation ot' the conduits formedin the coupling '2, is divided by a'wall 4 located to one sideot the "center line soas to form conduits or manifolds ot-ditferent cross-sectional areas, one .being larger than the other. "Wall 4 extends throughout the length of pipe 3. and isthe division wall between the small, conduit or manifold leading from the'small carburetor.

, and are larger conduit or manifold leading from the larger carburetor, which is sequentially aerated. i

The coupling '5 and'6 and around and between these conduits arespaces 7 formed-by an outer hons ing Wall 8 (see Figures 3 and 9 indi- 1 cates a pipe leading from the exhaust mani 0 =-f0ld tothe top of the chamber 7. said pipe having a manually operable'control valve 9, therein, and 10 indicates a pipe leading from the side of chamber 7 to 'a muiller or to atmosphere. This chamber 7 entirely surrounds and extends between the wallstorn'i- 1 I ing conduits 5 and 6'. and consequently the I exhaust fron-ithcengine cylinder will spot heat these conduit walls on all sides at this one-point; i v 11 indicates a thin plate closing one side of chamber 7 and forming 'a heating surface against which a r for the small initial or primary carburetor is drawn and heated in the operation of the device. The stove for are openings 13 throughwhich air is drawn, said ani npingnur against plate 11 and abso rlun; heat therefrom as .it descends through the stove. ,"lhelower end of the stove connects with a coupling .14 having control the suppl v of air to'lhe small initial 2 is provided with conduits igheatingthis'air is indicated b v a casting l2- u (see Figure 3) ll] the uppcr part of which' pheric temperature taken in at this point, controIlcdI .ln warm'weatl'icr. valve W miiy be. closed and this'ring 17 may bomajnually adjusted -so as to l'ull v expose the op nings It", whereas in cold weather, valve 9" may 1'" be fully opened and this ring 1.53 turned so as to partially or entirely close the opei'iingrs l-l. i i

16 ind cates a'wing valve located irxhe coupling ll. preferably below the openings? l-i. 'l'his wing valve 16 may have a rock arm 17 on one end of its pivoial shaft to which may be connected an operating rod i (see Figure L) leading/to.some point within convenient reach of the operator, such as .thc stccrinc wheel or dashboard of the machine. whereby the operator can open and closcthisvalve and thereby regulate and carlui'rotor. 7

' ('oupling' 14 leads into the upper end of an elbow connection it) (see Figure 23) which elbow connection suppl es air to the sinallcr carburelor below and to one side or the nozzle thereof. i

I have shown but one form oi carluiirctor. lt is obvious that other fornisot carburetor could be ei'nployed. For the purpose joi' my present invention. we will say that carburetors A and B are in the sanie main casting" 20, and that 21 is the nozzle arranged in the bottom of each carburetor chamber, 22'

tit)

being the \"enturi. rings in eachcarburetor;

chamber, located about the upper end of said nozzles 21.. The'Venturi tube in carburetor A is preferably slightly smaller in its interior diameter than is the'Venturi tube in carburetor B. The supply of-gasoline to the nozzles in these two carburetors may be controlled by a single float valve 23, as shown. W5 or thereniay be a float valve for each nozzle.

A bypass may also be'piovided. and a double:- nozzle used as shown, but these form no part of my present invention.

The upper. portion of the chamber i1r 0- carbui'ctoi-"A connects with the conduit 5 in casting 2 and the upper portion of the chamber in carburetor 15 connects with the conduit 6 in said casting: 2.

24 indicates a throttle valve in theupper portion of the chamber in carburetor A. This valve (see Figure 8) has a rock arm 25 connected to a shaft by \vhich it may be operated. Aspring, 26 conne -ted to this rock arm and to a rock arm 27 tends to-gipon valve 24. The full open position oi valve .Z-t is determined when the projwrtion' 25, ouroclrarm 25 engages'a. stop 20 on cast ing .20. Valve 24 is held closed by a rod 28 having a slot inone end in which ope a-pin 29car'ried by'the lower end of. 'r arm 25. This rod 28 is connected to lllti lower end of the rock arm 27 which f xedly mounted on a shaft 30, which shaft carriesa fixed rock arm 31 at one end. 82 indicates a rod leading to a foot throttle in a convenient position to be operated by the driver.

When this foot throttle is operated and rod- 2352 moved in the direction of the arrow, rod 28 will be moved so as to permit spring 26 to open valve 24. The opposite end of shaft 30 carries a bell crank composed of the arms 33 and 34, the former of which has a ballshaped member 35 arranged in the chamber in the upper end of. a tube 37 carried by a rod 38. This rod 38 carries a tube 39 at its lower end, which tube houses a spring 40 operating above a spring cap 41. The lower end of the tube is threaded to receive a plug 42.

43 is a ball shaped extremity of a pin 44 operating in a slot in the side of the tube 39 and carried by the end of a rock arm 45, said rock arm being arranged on the end of a rod 46 mounted in the steering post not shown). This rod 46 is connected to a and throttle, preferably cooperating with a notched segment of the steering wheel of the machine, so that whenthis hand throttle is adjusted up or down along the notched se cut, it will control the position of the t rottle valve 24 in carburetor 'A,1or by an extreme movement, will also .49 on arm 49 engages a lug 52 on casting 20.

' In operation, the. throttle valve controlling mechanism, just above described, will, by movingrod 32 in the direction of the arrow, assuming both throttle valves stand closed at the beginning of the operation, rock shaft 30 and swing both arms 27 and 34 in unison. -Arm 33 connected to arm 34 will idly move "downwardly with its pin in the slot of tube 37'. The withdrawal of the slotted portion of rod 28 will permit pin 29 on arm 25 to follow, thus enabling spring 26 to open the throttle valve 24 in carburetor A. Before throttle valve 24 reaches its full open position, the slot in the slotted end of rod 48 will have been exhausted so that arm 49 is in readiness to be engaged by the outer end of the slotted extension of arm 48. When this engagethe foot throttle without affecting or interfering with tube 37 and its connection with the hand throttle. The lug 20 on casing 20 determines the full open position of The slot in the tube 37 permits the throttle valve 24, but the slotted extension of rod 28 is permitted to move because such movement is necessary to enable the valve 50 in carburetor B.to reach its full open position. The object of thus overlapping the opening movements of the throttle valves is to avoid any appreciable disturbance of the velocities of the fuelized air passing through the man ifolds to the engine.

It is desirable to maintain a high velocity in themanifold leading from the carburetor A and if the throttle in carburetor B is suddenly fully opened, it is obvious that the suddenly increased area afforded by the manifold from carburetor B, under these conditions, will cause the velocity from carburetor A to drop. I, therefore, prefer to start to open B before A is fully opened, thus occasioning no disturbance in the efficient supply of fuelized air to the en ine,

the velocities in the two manifolds will be the dashboard where it is operated by a foot throttle. It is possible by operating rod 32 to control the opening movements of the throttle valves independently of the rod 46.

Among the advantages claimed for the above described apparatus may be mentioned: easy starting; quick attainment of perfect carburetion; increased acceleration; quicker and smoother power; increased flexibility; instant response; increased hill climbing ability; increased top s eed; greater fuel economy; less dilution 0 oil; less carhonization; less valve grinding; longer life of entire motor due to better lubrication and less oil dilution; and more even flow of power due to balanced expansions.

The device is extremely simple and requires no special attention. No adjustments are needed beyond those made in the shop or assembling plant and no deran ments are liable except accidental. The double carburetor can be purchased in the open market and only one extra moving part is added thereto to adapt it for use in my improved construction. There are few wearing joints and practically no maintenance cost. The balanced application of heat eliminates a special hot air stove and tub ing. In fact, theentire apparatus constituting my improvement can be assembled as a complete unit within itself and installed in position on a commercial car by simply removing the single carburetor and manifold and attaching my improved device, making the necessary connections thereto. providing such extra controls are deemed desirable or necessary.

Vhat I claim is:

1. The combination of a carbureter having a plurality of carbureting chambers cothrottle valves ar anged therein, means for admitting fuel to said carbureter, an intake manifold leading from said carburetor and having separate passages for said carbureting chambers, said passages extending the full length of said intake manifold and being proportioned to the desired velocity of the mixture PZLSSlllf; therethrongh, means for yieldingly bringing one of said valves into a closed position and positively opening the same, means for yieldingly moving the other one of said valves into an open position and positively closing the same, and operating means for both of said means for sequentially operating said valves.

2. The combination of a carbureter havmg a plurality of separate carbureting 0 chambers of different cross sectional areas,

independently operable throttle valves arranged in said chambers, means for admitting fuel to said carburetor, an intake manifold leading from said carbureter and having formed therein throughout its entire length a partition wall dividing said intake manifold into tWo separate passages of different cross sectional areas for connection to said carbureting chambers, yielding means for moving one of said valves into a closed position, yielding means [for moving the other ono of said valves into an open position, and means cooperating with said yielding means for positively actuating each valve in opposite direction to said respective yielding means and operable to actuate said valves in time relation with each other so as to maintain eiiicient velocities through said carbureting chambers and said manifold passages.

3. The combination of a carburetor having a. plurality of separate carbureting chambers of different cross sectional areas, throttle valves for controlling said chambers, means for admitting fuel to said carburetor, an intake manifold having formed therein throughout its entire length, a partition \vall dividing said manifold into two separate passages of different cross sectional areas and leading from the respective c51l)i1retii'1g chambers whereby the fuel mixture of each chamber is "eaused to traverse throughout its travel to the engine through a passage of a given cross sectional area yielding means for closing one of said valves. yielding means for opening the other valve, and

means cooperating with said yielding means and having positive operative (Olllltjl'llflll with said valves for actuating the latter in predetermined relation with each other.

i. The combination of a carburetor having a plurality of independent carburetingchambers of different cross sectional areas, independently operable throttle valves in said chambers, means for admitting fuel to said carburetor, a single piece coupling secured at oneend to said (fttl'l)lllf(\li8" and havmg its opposite end adapted to be secured to the intake manifold of an engine, said coupling being provided throughout its entire length with a [mrtition wall dividing said coupling into two independent passages of different cross sectional areas, tl'icreby delivering the fuel mixture of each carburetoring passage to the engine independently of each other and at varying velocities, an arm fixed to each 'alve. a spring connected to each arm for moving respective valve in one direction, and operating means having lost motion connection with each arm .for positively actuating both of said valves in opposite directions to each other and against the influence of the respective springs, v

The combination of a carburetor having two carbureting passages of different cross sectional areas, means for admitting fuel to said carburetor, a throttle valve arranged in each passage, a single piece pipe connection secured at one end to said earburetor and having its opposite end adapted to be secured to the intake of an engine, said pipeconnection being provided throughout its entire length Witlia partition Wall dividing said pipe into two passages of une ual cross sectional areas for delivering the fuel mixtures of the carbureting passages to the engine independently of each other, a spring for opening the valve of the smaller carbureting passage, a link for positively closing said valve, a spring for closing the valve of the larger carbureting passage a link for positively opening the last mentioned valve, and means for simultaneously actuating said links, said links having lost, motion connection with said valves whereby the latter are sequentially operated 6. The combination of a carburetor having two carbureting passages, means for ad.- m'itting fuel to said carburetor a throttle valve arranged in each passage. an arm fixed to each throttle valve, a link naving a slot and. pin connection with each arm, a rock shaft, a rock arm fixed to said shaft and connected to each link for actuating the ame, a spring connected to each valve arm, the spring of one valve being connected to said arm at a point interinmliate the axis of said valve and the slot and pin connection of said arm with the respective link thereby maintaining said valve positively closed by said link and adapted to be yieldingly opened Irv aid spring, and the spring of the other valve being connected to the valve arm al a point diuiuclricullv opposite in the slut and pin connection of said valve arm with the respective link whereby the last mentioned valvois held v eldingly closed by said spring and is adapted to be positively opened by the respective link, thereby providing sequential operation of said valves, and a single piece casting having one end connected to said carburetor and having the opposite end adapted to be connected to the intake manifold of an engine, said casting being provided with coextensive passageways for delivering the fuel mixtures of the two carbureting passages to the engine independently of each other. 10 In testimony whereof I hereunto affix my signature this 16th day of February, 1921.

SAMUEL J. PINGREE. 

